Posts by tag: shaft drive

Despite their wanderings toward the edge of insolvency, Guzzi managed to further develop the ngine for the V11, still air cooled and only slightly oversquare for great power and torque numbers of 91 hp and 69 ft.-lbs. Updated Marelli fuel injection and a smooth 6-speed transmission brought them clearly into the new century, though the overall feel is reverential to past Le Mans. Premium bucks for the time brought premium components from Öhlins and Brembo, along with staples like shaft drive. The sporty aura is completed by clip-on handlebars, some carbon accents, and a monoposto-looking pillion cover on the tailcone.

Offered by a shop specializing in vintage Jaguar parts, this Rosso Corsa has been nicely updated and maintained. The Rizoma reservoirs and Pazzo levers are easy on the eyes, and lowered foot controls help the older knees. An insider mod is the Roper windage plate, which keeps oil from splashing around the crankcase and protects the engine at higher revs. Recent Rosso paint looks excellent. From the eBay auction:

This bike has been repainted to remove the decals that had lifting edges. It has one small scuff on the right hand fairing in the clip on clearance area.

Mileage: 9,200

Clear Title in my name

New Michelin PR4 Tires

New Battery

Rizoma Fluid reservoirs

Motra Tech lowered foot pegs and levers

Pazzo control levers

Mistral CF Mufflers

“Race” ECU

New rear rotor and pads

Roper Plate

Fresh synthetic engine oil (Agip)

Fresh transmission and rear drive oil

Iridium spark plugs

Valves have been adjusted

Tool Kit

The bike runs very well and needs nothing.

Never meant to challenge the onslaught from the east, Guzzi stuck to their formula and has survived as Italy’s oldest marque. The V11 Le Mans reviewed as a nice all-day rider, fast and stable. Judging from the boutique Jag offerings, this owner knows nicer things and has improved this already very good Le Mans with top-quality updates. If the reserve can be met it should make the new owner quite happy.

With all the 2.3 liter inline triples, 1200cc V4s, and 2000cc v-twin cruisers running around in recent years, 1064cc of pushrod v-twin doesn’t sound like all that much muscle. But back in 1996, when you could buy a Moto Guzzi Sport 1100 new, that was a pretty huge motor, especially for a sportbike. Although many might argue that we’re stretching the definition a bit here for the Guzzi…

Really though, it’s just a different kind of sportbike, one oriented more towards fast road riding and long sweepers than track day scratching or tight canyon thrashes. A more mature sportbike, carrying just a bit extra around the midsection, along with plenty of high-quality components and racing history. I don’t just mean ancient history: the Sport 1100 grew out of the bike developed by Dr John Wittner for his privateer racing efforts in the 1980s. A variation of the resulting Daytona 1000 was released powered by Guzzi’s two-valve pushrod twin, the Sport 1100 seen here.

Earlier versions used a pair of Dell’Orto carburetors but the bike switched to fuel injection around 1996. WP suspension means the bike has stable handling, once you get used to the mild shaft-drive effect and the longitudinal crankshaft. Triple goldline Brembos lack Guzzi’s earlier linked system and haul the 487lb machine down from speed effectively, although you’re still fighting 500+ pounds of beefy Italian sportbike with fuel and oil.

This is a beautiful and rare collectible Moto Guzzi 1100 Sport in true Italian racing red. Carefully maintained through out its life. This rare collectible is part of a private collection and is being sold as is to thin out the heard in the hopes another collector will snatch this elegant red head and love it just as much as I have.

Australian made Andrews exhaust pipes fitted makies this Guzzi sing. Rev the throttle and this 1100 sport will give you that heartwarming feeling of a by gone era of motorcycling. These bikes rarely come up for sale especially like one in this condition.

Great condition with low miles makes this the one to have. Small ding in front of tank with a loss of paint can be seen in pictures but in all honesty it barely shows unless your looking hard for faults.

18,713 miles isn’t even broken in for a Guzzi: these things seem to rack up some pretty high mileage, considering the aggressive riding position. This one looks pretty clean and complete, if a little scruffy around the edges and is missing the airbox, opting for exposed filter elements instead. The $7,400 asking price seems a little bit high, considering other 1100 Sports we’ve seen recently here on RSBFS, but not outrageously so. If you’re looking for an appreciating, practical classic, look no further. The Moto Guzzi Sport 1100 isn’t really any kind of track bike, but it’s a great road bike, with stable handling, torque, and good parts availability to keep it running.

The mid-2000’s saw BMW put their flagship 1170cc DOHC twin into three very different motorcycles – a big super-motard, a hare-n-hound off-roader, and this, the HP2 Sport. While both the motard and off-road machines were mega-size compared to the mainstream, the HP2 Sport fit better into the superbike genre and can show and go. This 2008 is just ready for it’s second oil change mileage-wise, but has been a collector’s gem, farkled and serviced to a high level.

Never giving up on the flat twin, the search for four valves led BMW to a complex chain-driven cam arrangement, and achieved 130 hp with 85 ft.-lbs. with the compulsory Bayerische reliability. Instantly recognizable as part of the brand, it of course uses shaft drive, and the recent Paralever monoshock. Up front is their newer Telelever suspension, with empty “fork” tubes and conventional shock absorber above the wheel. Elsewhere it’s all new, trellis frame, carbon fairing and self-supporting seat console. The 2-1-2 exhaust darts under the engine to the catalyst and then underseat to the canister muffler.

Just shown by the original purchaser, the current owner has curated some nice mods and taken care of some maintenance concerns for the next owner. The RR mirrors look less automotive than the stockers, and the SW Motech tank bag is a great no-mar solution. New rubber might be considered if the buyer intends to push things hard. From the eBay auction:

This bike is in immaculate condition with only 3,507 mile since new. Bike needs nothing as has just had the front forks redone with new seals and oil and both cylinder heads resealed with new BMW gaskets and new cylinder head sliders for good measure.

I am the second owner and purchased the bike from the original owner who had it in a collection thus the low miles. I have ridden it and done a few tasteful mods which are all simple bolt-ons and can easily be removed by the new owner as all original parts are included:

Everything else is stock the way it rolled off the production line—perfect. Bike comes with two keys, owner’s manual, factory repair manual, factory training booklet, tool roll, and fanny pack.

Most often seen with few miles, the HP2 was a $erious commitment when new. The secrecy around total production numbers warrants investigation by Wikileaks, but stateside imports for the 2008-10 years should be no more than a couple of hundred. Glad to see such a special machine undamaged, but the low miles just scream missed opportunity. Five days to run on the auction and bidding has been brisk but no challenge to the reserve. Unlike trains, there won’t always be another. An epic ride for any fan of the brand or big twins in general…

Named in honor of their importer-turned-racer down under, the Australia was Magni’s signature homologation special. Using Moto Guzzi’s quattrovalvole 992cc twin, the Australia is off the sporty and rarity charts. This example is just out of a long restoration and looks like a new machine.

In road trim with Weber-Marelli fuel injection, Guzzi’s liter makes 104 well-mannered hp, and a healthy 65 ft.-lbs. torque. Magni’s own downtube frame has oil tankage in the backbone and massive Paioli forks. Shaft drive is accomodated by the company’s Parallelogrammo monoshock, which reduces extension under power. Sporting intentions are confirmed by the thin foam seat and full fairing. Weight is an acceptable 450 lbs. dry helped by carbon fiber mudguards.

Located in Illinois, this example has undergone a comprehensive rebuild, and is still awaiting its first fluids since completion. Great to start with a special machine when embarking on a journey like this, and the Australia qualifies. The single overhead cam V-twin hasn’t been opened but should be far from needing anything. Warren has this to say in the eBay auction:

On offer is a 1998 Magni Australia, 1000cc Moto Guzzi Daytona RS powerplant in Magni Parallelogrammo frame. I have recently completed a four year recommission/rebuild of the machine with many new parts including recent tires and battery, coils, all cables (fast idle, throttle, clutch, speedometer), NOS injectors and bodies, new Bosch fuel pump, injectors, and rubber boots, throttle potentiometer, main fuel valve, vacuum tank sender, all oil and breather lines, fuel lines, temperature sensors, cam position sensor. New rear brake carrier and rotor, new brake pads and HEL stainless lines, calipers rebuilt with Brembo kits, new buttons in front discs. All fluids fresh, bike has run on bench test, tank is flushed and dry, brakes have not been filled and bled since rebuild. All stainless steel pipes, muffler and crossover, fairing brackets are freshly polished, all fasteners have been replaced with European made stainless fasteners, unpolished.

Recommissioning used all Wurth supplies, torque specifications to manufacturer standards. All paint on bodywork and frame is original, lower belly pan professionally repainted due to stone chips, there have been no modifications to the machine that I can verify since it was constructed. VIN number is shown, engine number is KL011565. All takeoff parts and fasteners will be furnished with the machine if the purchaser desires. Odometer has been replaced with white faced metric instrument showing 1 kilometer. Original shows 10,183 miles, appears to be original.

Arturo Magni prepared Count Agusta’s racing motorcycles ( for the likes of Surtees, Hailwood, and Agostini ) until the company quit racing in the mid-seventies, then he and his sons formed their own company. Magni sampled different powerplants until 1985 when a lasting relationship with Moto Guzzi was formed. The Australia reviewed as having a foot in two worlds – sharp handling but stable with the V-twin’s low CG, the maintenance-free shaft drive hardly noticeable with the parallelogram swingarm, the Daytona RS engine powerful and torquey. A “new” ’98 by many measures, it should give the new owner many hours of enjoyment, even if the gas, oil, and brake fluid never go in. Bidding is active but hasn’t met the reserve yet. Questions can be sent to Warren via the eBay auction.

Moto Guzzi boarded the “special edition” party bus with a lot of boutique manufacturers, but the stance of their V11 Le Mans has held up very well, and the Tenni is a standout. This Tenni has but 2,000 miles and is plated number 114 of 170.

The V11 Le Mans is modern enough that the Moto Guzzi Le Mans wiki doesn’t even mention it, but the big axial V-twin didn’t fall very far from the family tree. Horsepower isn’t wild at 92, but torque is so abundant that the 6-speed transmission is almost superfluous. The V11’s have beefy alloy side plates which on the Tenni are red anodized, part of a complex but pleasant styling job by Marabese Design. Components are top notch with Brembo brakes ( unlinked ), lightweight hydraulic clutch, and adjustable suspension by Marzocchi in front and Sachs-Boge monoshock. Dusty blue alloy wheels are seventeens.

Bought after reading last year’s post on the – Tenni – the owner returned it to the road with new rubber, fluids, and a tune-up. Real life has intervened however, and Rob wants to lighten his collection by several bikes, and unfortunately it’s often last-in, first-out at times like these. With just 2,006 miles, it’s in nice stock shape, though Rob notes two paint imperfections – two small cracks on the right tank presumably from sitting with ethanol aboard, and a splatter of something on the seat fairing courtesy of the previous owner. Part of the Tenni’s design is semi-flat finished accents which might not even be painted, so a consult with a paint correction guy might be in order before diving in.

The V11 had a very together design and build quality thanks to new owner Aprilia’s financing, and reviewed as somewhere between “rides by itself” and “weight disappears under way”. Never intended to take on contemporary sport bikes, it’s happiest on a two-lane, exploring the relationship between torque, engine braking and the close-ratio 6-speed. The Le Mans will always be part of the Guzzi story, and the V11 is up-to-date enough to ride without vintage worries. The green and silver livery recalls their early endurance racers, on which Omobono Tenni took the Isle of Man in 1937. Rob asks $7,850 for the Tenni, and can be reached at (757) 784-8410.

Considering just how few Ghezzi-Brian Supertwin 1100s there are running around anywhere, let alone North America, I’ll forgive the “WTF” face your computer or phone’s built-in camera is secretly recording because of an undetected malware infection. You’re looking at what is functionally a Moto Guzzi sportbike, the company’s pushrod, two-valve twin and shaft-drive and dropped into a lightweight, better-handling package. Long associated with a slightly stodgy, “Italian BMW” image, Moto Guzzi got a kick in the pants in the 1980s when dentist and weekend warrior Dr John Wittner decided to base his racebike on Le Mans IV and reminded the world that the venerable Italian company had racing in its DNA, although the production bikes like the Daytona and Sport 1100 inspired by his efforts were still banking on their character, not their raw performance, to sell them.

Giuseppe Ghezzi and Bruno Saturno, two halves of the Ghezzi-Brian team, decided to follow Dr John’s muse and build highly-spec’ed, boutique sportbikes and even racers around Moto Guzzi’s characterful, but relatively antiquated powertrain. It’s a shame their MGS-01 didn’t see anything like mass production, but you can still pick up a legitimate Moto Guzzi sportbike like this Supertwin that could be considered a test bed for the ideas later used on the MGS-01 that was also Ghezzi’s brainchild.

Based on their successful racebike, the Supertwin 1100 took its name from the Italian Supertwins series, where it won 9 out of 32 races in the 1996 season. The main performance increase came from a significant reduction in weight: overall, the Supertwin tipped the scales at 427lbs dry, 55lbs less than the unfaired V11 Sport. Handling and braking were upgraded with an adjustable Paioli 41mm fork and a Bitubo shock out back, with distinctive perimeter disc brakes mount to the rim of the front wheel, instead of the hub, to further reduce weight and more evenly distribute braking forces. The concept never really took off for mass-produced motorcycles, excepting the ever-contrarian Buell, but they work well in practice.

The Supertwin makes do with the earlier five-speed box which is a shame as the torquey engine doesn’t really need a sixth cog, but the newer unit shifts much more smoothly. Luckily, the boutique nature of the Supertwin allows for a lightened flywheel that helps minimize the usual Guzzi torque reaction: the longitudinal crankshaft, flywheel, and shaft drive all conspire to give anything powered by a Guzzi twin its characteristic torque reaction that makes handling slightly asymmetrical, but you really do get used to it pretty quickly.

Rare opportunity to own a little known piece of Italian motorcycle history. Believed to be only 5 examples in the US, one of which can be seen at the Barber Motorsports Museum in Leeds, Alabama. Selling for a friend who has owned it for almost 10 years and is now thinning out his collection. For any questions, or if you’d like the owner to contact you directly, please reply through the listing.

Bike is in good original condition and ready to ride

Shorai lithium battery

Recently re-surfaced front brake rotors

Known to have been down at low speed on left side and at a stand-still on right side

Left rear cowling has been cracked and re-enforced from underneath

Various scuffs and scratches from normal use

Note: Odometer reading is in kilometers. Actual “mileage” calculates to around 10,600

Clear South Carolina title

Located near downtown Greenville, 29601

The seller also includes a nice video of the bike starting and running. These were pretty expensive when new: $15,000 in 2001 dollars, and the wild colors and abbreviated, curving bodywork suggest that Britten’s racebikes were an inspiration for the styling. It’s not cosmetically perfect, but miles are still pretty low and the bike is ready to run, and minor issues shouldn’t detract from the riding experience: reviews were very positive and the striking looks should get plenty of attention!

BMW developed and supported the Boxer Cup series in the 2000’s to showcase their R1100S, and had a special edition Boxer Cup Replika available toward the end of the run. Special livery, suspension and components set the editions of 300 apart from the normal -S. This Jersey native is spotless with low miles for a Beemer.

This BCR looks very nice indeed, without even the usual right boot scratches on the seat cover. Not sure about the whereabouts of the lower fairing, or as BMW likes to call it, the engine spoiler, maybe home in a box. Nothing in the way of upgrades or options seen or claimed, in the eBay auction:

Time didn’t stand still for the R1100S and it was soon eclipsed by the R1200S, HP2, and of course the S1000RR and its special editions. But it was a re-introduction of the -S for BMW, powerful and neutral handling if not light weight. The Cup ran from 2001-04, sometimes in support of the GP or Daytona, and sometimes an endurance race of its own, and has been re-incarnated this year on the R nine T. At least on a more technical circuit, the original BCR would likely dance away from the newer machine…

In spite of its shaft drive and pushrod valvetrain, the original Moto Guzzi Le Mans went head-to-head against bikes like the Ducati 900SS. Unlikely as it might seem, it held its own, but later generations gradually lost ground on the competition. A new platform and six-speed gearbox introduced in 2000 on the V11 Sport was a huge leap forward for Guzzi, but the fully-faired Le Mans that followed was still pretty far from a lightweight sportbike. No problem, this Moto Guzzi V11 Tenni embraces the bike’s more sport-touring bent with a set of soft luggage, and this one comes with plenty of other extras as well.

So the Le Mans doesn’t look like much on paper: it’s more of a mature sportbike. The big 1064cc v-twin still uses pushrods in this version and puts out 80hp and 65ft-lbs of torque to motivate the 557lb machine. It’s no screamer, but pulls nicely once you get past the usual v-twin grumbling at lower rpm, and the longitudinal crankshaft’s torque effect is pretty mild. Don’t worry: you’ll get used to it very quickly.

The V11 is pretty heavy, but handles surprisingly well: upgraded Öhlins suspension at the front and rear of the Le Mans improve the handling further and offer up a bit of unexpected bling for such a retro machine. The six-speed isn’t as slick as those found on most modern bikes, but was a noticeable improvement when compared to the earlier, much-maligned five-speed that worked just fine as long as you planned ahead, used the clutch, consulted an oracle, made the correct ablutions…

This particular example is done up in very 1930s racing colors to commemorate Omobono Tenni’s success racing Guzzis during that period. It’s a very limited edition, if collecting is something you’re into. I just really like the colors and think Guzzis are cool.

This V11 Tenni is a rider, not a museum piece. They don’t show up in the photos, but there are numerous small nicks / marks on the tank, rear, and lower sides (the front fairing is almost perfect). The imperfections never bothered me, as I purchased this V11 to ride – and it rides well. I’ve owned Aprilias, Ducatis, and Triumphs – all chain driven with transverse engines. This was my first Moto Guzzi, and it took some getting used to. Steering requires a little more effort, and at low speeds you have to be mindful of the rotational forces of the longitudinal engine and drive shaft – but once you’ve got it down, this bike rewards with amazing stability, a comfortable ride, and possibly the best fairing ever made – both in beauty and smooth airflow. The hydraulic clutch is light but not limp, and the 320mm dual 4 piston front Brembos with braided lines are a pleasure to use with great feel and predictable, progressive stopping power.

The separate function forks are adjustable for compression and rebound damping, while the rear shock (just rebuilt) is fully adjustable. It’s also equipped with an adjustable Bitubo Steering Damper. The bike is currently wearing Pirelli Angel GT tires that I estimate are good for another 1000 miles – I am including a new set of Dunlop Roadsmart III tires with purchase of the bike.

Brand new set of Dunlop Roadsmart III tires from Sport Bike Track Gear

Spare Air Filter

Spare Engine Oil Filter

Spare valve cover gaskets

Owner’s manual & warranty book

Service / shop manual

Two sets of keys (4 total: 2 ignition and 2 luggage keys)

Recent services:

New Fuel Filter at 6300 miles

Cleaned internal fuel tank filter screen at 9800 miles

New Air Filter at 6300 miles

Revised transmission spring

Uprated under-seat relays

Additional rectifier grounds

Lubricated throttle cables

Lubricated drive shaft

New Choke / High Idle cable

Fully adjustable rear shock just serviced by Ken Hall / SB Suspension

Oil changed at 9800 miles with Maxima full synthetic, new filter and sump gasket, cleaned internal stainless mesh screen

Hydraulic fluid flushed at 9800 miles

No coolant to worry about – engine is air / oil cooled

Brake pads & discs are in great shape with plenty of life left

I am not interested in trades, thanks.

Test rides available to serious buyers with an M endorsement and cash in hand. Tire kickers on a permit – please look elsewhere. Please show up with a helmet and riding gear. If you are local, I will gladly help you transport all the extras included with this bike (saddle, luggage, paddock stand, tires, books, etc.) back to your home. If you are from out of town, and looking to do a fly & ride, I can pick you up at O’Hare Airport and assist with shipping all the extras included with this bike (saddle, luggage, paddock stand, tires, books, etc.) Everything will be well packed in sturdy boxes with plenty of protection.

Clean & clear Illinois title in hand.

Thanks for looking!

There are not takers yet at the $7,500 starting bid and there is very little time left on the auction. With just 9,800 miles, this thing isn’t even broken in, and the owner’s soft luggage fitment is in the spirit of the bike. This is a sport-tourer with class and history, a bike that, when well-ridden could definitely embarrass much more sophisticated machines on a back-country road, but would get murdered at a track day. If you want a V11, the earlier Sports are cheaper, but this seems like a very nice price for a versatile bike like this, and it looks great in the Tenni colors.

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